hampson



No. 624,0l7. Patented May 2, I899. F. G. HAMPSON.

CHANGE DRIVING GEAR.

(Application filed Oct. 31, 189B.)

6 Sheets-Sheet l.

(NoJdodeL) m: uonms PETERS coy. wmaumou WASHINGTON, DV 0 Patented May 2,I899.

F.;G. HAMPSUN. CHANGE DRIVING GEAR.

(Applic'ation filed Oct. 31, 1898.)

5 Sheets8heet 2.

(No Model.)

R o... 624,0. Patented May 2, I899. F. G. HAMPSDN.

CHANGE DRIVING GEAR.

(Application med Oct. :31, 18am (No- Model.) 6 Sheets-Sheet 3.

Patented May 2, I899.

F. G. HAMPSUN.

CHANGE DRIVING GEAR.

(Application filed Oct. 31, X898.)

6 Sheets-$heet 4.

(No Model.)

No. 624,0!7. Patented May 2, I899. F. G. HAMPSUN.

CHANGE DRIVING GEAR.

(Application filed Oct. 31, 1898.) (No Model.) 6 Shaets-Sheet 5..

Inventor No. 624,0l7. Patented May 2, I899.

F. a. HAMPSDNf CHANGE DRIVING GEAR.

(Application filed on. 31, 1898.) (No Model.)

6 Shaets-Sheet 6.

g; llllllfllllllllll M l\ g mlgi gli w llnrrno STATES FFICEQ CHANGEDRIVING-GEAR.

SPECIFICATION forming part of Letters Patent No. 624,017, dated May 2,1899.

Application filed October 31, 1898. Serial No. 695,048- -'No model Toall whom it may concern.-

Be it known that I, FRANK GEORGE HAMP- SON, a subject of the Queen ofEngland, residing at Shoreham, England, have invented certain new anduseful Improvements in Change Driving-Gear, (for which I have madeapplication in Great Britain under No. 7,831, dated April 1, 1898,) ofwhich the following is a specification.

This invention relates to change drivinggear and is applicable tovarious kinds of machine-tools and to other forms of driving, includingself-propelled vehicles. In fact, the gear is applicable in nearly allcases where change driving-gear is required. I will at present describeit as applied to a lathe. I

In applying this invention to a lathe I employ a spindle and head-stockof substantially usual construction, and upon the spindle I place asleeve which carries in any convenient manner the appropriate number ofdriving-gears or equivalent, each loose upon the sleeve, but capable ofbeing coupled to the sleeve. The sleeve can also be coupled to thespindle. Any suitable form of clutch or other mechanism for engaging anddisengaging the various parts may be employed, but the followingmechanism is suitable for the purpose: Each gear or equivalent isprovided with a number of teeth or projections which engage when desiredwith similar teeth upon a portion of the sleeve, the two sets of teethforming a clutch. A similar clutch may be used for effecting theengagement of the sleeve with the spindle. In or in connection with thehead-stock I provide a counter-shaft havin g a series of gears orequivalents corresponding to the gears upon the spindle, but reversed inposition in the well-known manner. These gears maybe mounted-upon thecounter-shaft in a similar manner to that in which the gears are mountedupon the spindle, and the two series of gears are operatively connectedin pairs in any suitable manner, but preferably by chains, as the shaftsmay be very near together and the gears small. Each pair of gears ispreferably controlled by a clutch-rod, so that it may be thrown in orout of gear with the sleeve, as desired, and a similar rod is providedto operate the clutch between the sleeve and the spindle. The clutch-rods are operated by a shaft which is so arranged that anyparticular clutch-rod may be operated, as desired, and whateverdisposition of the driving mechanism may have been made it will not bedisturbed by engaging the sleeve and spindle. The con nter-shaft may bedriven by means of a belt or chain pulley, which may either be rigidlysecured upon it or may be connected by a friction or other clutch, so asto be thrown entirely out of gear, no loose pulley being necessary.Preferably I drive this gear by belt or chain mechanism from belowinstead of from above, and where a number of tools are arranged in thesame line a single shaft may run underneath'the whole of them and maythus drive them, or this may be the previously-described counter-shaft.This primary shaft, whether it be the countershaft or not, may be drivenfrom a main shaft or a main pulley or equivalent underneath the floor,or where overhead shafting already exists and must therefore be used thefirst motion will be received by this main driving belt or chain.

Wherever possible, I prefer to so box in the mechanism that wherechain-driving is employed it may always run in an oil-bath, or anoil-bath may be formed in the frame or bed of the machine-tool or otherdevice to which the gear is applied. Where such an arrangement isapplicable, the counter or primary shaft may be made adjustable toaccommodate the stretch or wear of the chains, and it may, if necessary,be formed in separate lengths for this purpose, the various lengthsbeing connected by some suitable form of universal joint or coupling.Other means may be employed for tightening the chains, such as an idleor jockey pulley, which may operate automatically by spring or weight,and in some cases the driving and driven shafts may be upon the samelevel, so that the chain lying approximately horizontal, or nearly so,with the sag of the chain may keep the driving-run sufficiently tight.

In the-accompanying drawings, which illustrate one construction ofchange speed-gear according to this invention applied to a lathe, Figure1 is longitudinal vertical section through the headstock, the chainsbeing omitted for clearness. Figs. 2 and 3 are sections on the lines 2 2and 3 3, respectively, of Fig. 1. Figs. l, 5, and (i show in plan on alarger scale details of a portion of the gear in several positions, andFig. 7 is a side elevation showing the head-stock in position upon aportion of the bed of a screw-cutting lathe.

Like letters indicate like parts throughout the drawings.

A is a frame or casing serving to support and partly inclose the variousparts which constitute the head-stock.

l3 is a spindle forming the usual mandrel of the lathe. It is supportedin coned bearings ll in the case A. Upon the mandrel B and free torotate and slide upon it is a sleeve (J, screwed as at C C C Fourflanged sleeves D D D l) are screwed upon the portion (3 of the sleeveC, and a spur-wheel E, having an extension in the form of a sleeve E, isscrewed upon the portion G A locknut F upon the screwed part C of thesleeve 0 serves to prevent the spur-wheel E from becomingunscrewed. Thethread in the spurwheel E is left-handed. A gear-wheel E is alsoprovided, mounted directly upon the mandrel 13. Four chain wheels orgears II, ll, H and I1 are mounted free to rotate and to movelongitudinally upon the sleeves D, l), D, and E, respectively, and theboss of each of these gears H, ll, H and H is furnished with a recess,as at 71., to accommodate one of a series of clutch-levers J, J J and J.A similar recess is formed upon the sleeve D to receive a clutch-leverJ.

Upon the left-hand side of each of the sleeves D, 1), D and D a seriesof projections or teeth K is provided, and upon the right-hand sides ofthe gears H, H, H and II are similar projections L. The adjacent sets ofprojections L K form clutches, by means of which any one of the gears IIH H II may be engaged with its corresponding sleeve, and consequently tothe main sleeve 0.

In order that when desired the sleeve 0 may be operatively connectedwith the mandrel B, it is provided with a set of projections L, whichcooperate with a corresponding set K to form a clutch similar to theclutches L K. The projections K are formed upon the side of a toothedwheel M, which forms one of the wheels of the back gear and is keyed, asat m, to the mandrel B.

N is a counter-shaft supported in oil-tight eccentric bearings N in thecase A. It is provided with a sleeve 0, carrying a series of sleeves 0,O O and O and chain-wheels or gears P, P, P and P which are arrangedwith clutches in a manner substantially the same as described withreference to the mandrel l The sleeve 0 is capable of longitudinalmotion upon the shaft N, but always rotates with it through the actionof a coupling The bosses of the chain-wheels I P P P are recessed, as atp, to accommodate the other ends of the clutch-levers J J J J", and thesleeve 0 has a similar recess to receive the clutch-lever J.

The counter-shaft N is driven in any desired manner from the source ofpower.

Each of the gears upon the counter-shaft N is opposite to one of thegears upon the mandrel B and is geared to it by a drivingchain, as at Q,Fig. 2. The recesses h and 1) in the bosses of each pair of gearsreceive opposite ends of one of the clutch-rods J, J J or J", and thesleeves C and O are connected in a similar manner by means of the rod J,the ends of which enter the recesses 7L and in the screwed sleeves D and0, respectively.

Each of the clutch-rods J J J J J is provided with an arm J whichterminates in a box or frame J. Each arm J is connected only to its ownparticular clutch-lever and passes freely through slots or openings inthe others@ (1., the arm J which is connected to the clutch-rod J Fig.4, passes freely through the clutch-rods J and J.

Through the interior of the frames J a shaft R passes, havingaprojection or cam R upon it. A recess R is formed in the shaft Ropposite to the cam R.

The shaft R is mounted eccentrically in a bush R, Figs. 5 and 6, whichis carried in a bearing R in the side wall of the case A. A handle R,with a spring-controlled stop R, is attached to the bush R and twohollows A are formed in the case A to receive the stop R, so that byturning the handle R the shaft R may be caused to move bodily in alateral direction in the case A, and by means of the stop R and thehollows A may be fixed in either of its extreme positions. Thehorizontal dimension of the interior of the frames J is approximatelyequal to the diameter of the shaft R, so that the lateral movement ofthe shaft causes a corresponding movement of the arms J whichaccordingly move their respective clutch-rods J J J J J. The effect ofthis is to cause the sleeve'O to engage or disengage with the mandrel Bby means of the clutch L K and to move the sleeve 0 longitudinally uponthe counter-shaft N. This occurs, however, withoutaltering the relativepositions of the gears and clutches.

The shaft R is capable of longitudinal motion in the bush R This isnecessary in order to bring the cam R in line with any one of the framesJ. A handle R is provided in order that the shaft may be moved in thebush R and grooves R are turned in the shaft in such a position thatwhen a spring-catch R" is in engagement with one of the grooves R thecam R is inside one of the frames J. As illustrated in Fig. 4, the shaftR is withdrawn as far as possible and the cam is inside the frame Jwhich operates the clutch-rod J. The cam R never enters the first frameJ- z'. 6., that one connected to the clutch-rod J because thatclutch-rod is never required to move by itself relatively to the otherclutchlevers, and is therefore only operated by the lateral movement ofthe shaft R.

The bearings N of the counter-shaft N be- IIO ing made oil-tight, oilmay be placed in the lower portion of the case A, so that thedriving-chains Q are constantly lubricated.

The arrangement of back gear is as follows: A sleeve S, Fig. 1, carriestwo gear-wheels S and S which engage with the gear-wheels M and E,respectively, in a manner similar to the usual arrangement of back gear.The sleeve S rotates upon a spindle S, which is carried in eccentrics Sin the case A, and is provided with a handle S and a spring-socket S inorder that the gear-wheels S and S may be readily placed in or out ofengagement with the wheels M and E and kept in the desired position.

Gear-wheels for screw-cu tti ng are shown attached to the improvedhead-stock in Figs. 1, i3, and 7. Two gearwheels T and T are mounted atopposite ends of a shaft T carried in a bearing T in the case A. Atriangular plate U is pivoted around the shaft T and carries twogear-wheels U and U This plate U is controlled by a lever W, whichslides in the case A, as atW. By sliding the lever V in or out the plateU is turned upon the shaft T so that (a) neither of the wheels U or Uengage with the wheel E (b) the wheel U engages with the wheel E anddrives the wheel T in one direction, or (c) the wheel U gears with thewheel E and drives the wheel U and through it the wheel T in the otherdirection. The mot-ion of the wheel T is transmitted through the shaft Tto the wheel T, which by means of wheels T and T drives theleading-screwX. The lever W may be held in either of the three positionsby means of the holes VV and the pin WV The operation of the improvedhead-stock is as follows: Assuming the gear to be in the positionillustrated in Fig. 1i. 6., all the clutches are inoperative-if it isdesired to drive the mandrel l3 without the use of the back gear thehandle R is turned until the eccentric bush R has rotated in the bearingR and carried the shaft B into the position shown in Figs. 4 and 6.,into its extreme right-hand position. This movement of the shaft Rcauses all the frames J to move, and consequently all the clutch-rods JJ J 2 J 3 J 4 move also and the sleeve 0 moves longitudinally upon themandrel B and is geared with it through the clutch L K. A correspondinglongitudinal motion of the sleeve 0 takes place upon the counter-shaftN. No relative motion of the clutch-rods J J J J J has, however, takenplace, and therefore the clutches controlling the chain wheels or gearsare still inoperative. If now the handle R be turned as in Fig. 5, thecam R moves the particular frame J that it is within, and consequentlythe clutch-rod connected with that frame moves and one pair of chainWheels or gears is thrown into engagement. As illustrated in Fig. 5, thelongitudinal position of the shaft R is such that the movement of thecam B would have caused the clutch-rod J to move and would thereforehave thrown the chain wheels or gears H and P into operation. It shouldbe.observed that when the shaft R is rotated and the cam R operates uponone of the frames J the left-hand por tion of that frame enters therecess R in the shaft R, Fig. 5, and thus the engagement of any otherpair of chain wheels or gears with the sleeve is rendered impossibleuntil the shaft R has been turned back and the clutch then in actiondisengaged.-

WVhen the back gear is employed,the operation is as described above,except that the Y shaft R is not moved laterally, but is keptin theposition illustrated in Fig. 6, so that the sleeve 0 is not directlyengaged with the mandrel B. The back gear-wheels S and S are placed ingear with the wheels M and E upon the sleeve 0 by turning the shaft Sand its eccentrics S, and any desired pair of chain wheels or gears isthrown into operation as above described.

Any slackness due to wear or stretchin the driving-chains may be takenup by turning the eccentric-bearings N, in which the counter-shaft N iscarried.

It is obvious that various modifications may be made in changespeed-gear according to this invention without departing from the spiritthereof. For instance, the chain wheels or gears H P, &c., may be in theform of pulleys or .gearwheels directly engaging with each other, and itis therefore to be understood that the term gears as used herein isintended to include all equivalent devices. It will readily be seen,too, that gear according to this invention is very suitable for use inconjunction with an electric I110- tor, the motor driving thecounter-shafts of one or more machine-tools,a1'1d thus dispensing withall overhead shafting, belts, die. Modifications may also be made in thegear for controlling the sleeves O O and the pairs of related chainwheels or gears H P, H P, H P and H P For instance, I may effect thesimultaneous adjustment of the group of clutch-levers J J J J J by ashaft R, movable laterally in a manner hereinbefore described, while Imay cause the subsequent rotation of that shaft R to effect theengagement of the gearsH and P, for instance, with their respectivesleeves by clutches which need not depend for their action uponendwisemovement of the gears. Further, it is practicable to dispensealtogether with the clutch-lever J connecting the two sleeves, for withthat lever absent any movement given to the remaining four clutch-leversJ J J J and tending to move the gears on the sleeve will instead havethe effect of moving the gears and sleeves in company instead of inrelation to each other, for the reason that it would be necessary forany relative movement of the gears and sleeves to take place that thefour series of clutch-teeth K L should simultaneously have the teeth ineach pair opposite the recesses between the opposing teeth, and thebalance of chances is against the oocurrence of such particular andprecise juxtaposition. From the foregoing it will be seen that with thefirst clutch-lever J dispensed with the initial lateral movement of theshaft R must have the effect of moving the sleeve 0 endwise to engage itwith the mandrel B. The individual clutch-plates J J J J can afterwardbe moved to engage individual gears 11 H H 11 with that sleeve and tomove the related gears of the series P as may be necessary.

It is not necessary that the cross connection between each pair of chainwheels or gears II P should take the form of clutchrods, such as J. Forinstance, if the gears II and P were spur-wheels with shrouded teethoperatively connected by an intermediate pinion movement of theintermediate pinion in the line of its axis would move with it thetoothed wheels II and I, because the teeth on the intermediate pinionwould hear in such lateral movement upon the shroudings of the teeth ofthe wheels to which it is geared. In this instance the intermediatepinion constituted the cross connection.

I claim 1. In change speed-gear, the combination of a driving-spindle, adriving-sleeve encircling it, driving-gears on that sleeve, a clutch toengage each gear therewith, a driven spindle, a driven sleeve encirclingit, a clutch to engage and disengage that driven sleeve and spindle,driven gears on that driven sleeve and a clutchto engage each geartherewith, the driving and the driven gears being operatively connected,substantially as set forth.

2. In change speed-gear,the combination of a spindle, a sleeveencircling it, and a clutch to engage and disengage that sleeve andspindle, gears 011 that sleeve, and a clutch to engage each geartherewith, substantially as set forth.

In change speed-gear,the combination of a driving-spindle, driving-gearson that spindle, a clutch to engage each gear therewith,

' a driven spindle, driven gears on that driven spindle, and a clutch toengage each gear therewith, the driving and the driven gears beingoperatively connected, substantially as set forth.

I. In change speed-gear,the combination of a driving-spindle, adriving-sleeve encircling it and movable endwise, driving-gears on thatsleeve, a clutch to engage each gear therewith, a driven spindle anddriven sleeve encircling it and movable endwise, a clutch to engage anddisengage that driven sleeve and spindle, driven gears on that drivensleeve and a clutch to engage each gear therewith, the driving and thedriven gears being operatively connected, cross-pieces connecting thedriving and driven sleeves and connecting in pairs the (l riving anddriven gears,mechanism for moving all the cross-pieces simultaneouslyand also individually, substantially as set forth.

5. In change speed-gear,the combination of a driving-spindle, adriving-sleeve encircling it and movable endwise, driving-gears on thatsleeve, a clutch to engage each gear therewith, a driven spindle anddriven sleeve encircling it and movable endwise, a clutch to engage anddisengage that driven sleeve and spindle, driven gears on that drivensleeve and a clutch to engage each gear therewith, the driving and thedriven gears being operatively connected, cross-pieces connecting thedriving and driven gears and mechanism for moving all the cross-piecessimultaneously and also individually, substantially as set forth.

6. In change speed-gear, the combination with cross-pieces operativelyconnecting the parts supported by the driving and driven shafts, of aneccentric bush, a spindle supported therein and provided withprojections and clutches appropriated to the several related pairs ofdriving and driven gears, and with which clutches said projectionsindividually are operatively connected, substantially as described.

7. In change speed-gear, the combination with cross-pieces operativelyconnecting the parts supported by the driving and driven shafts, of aneccentric bush, a spindle supported therein and provided with aprojection having a recess opposite to it, and frames each fitting thespindle and each connected with an individual cross connection,substantially as and for the purpose set forth.

In witness whereof I have hereto set my hand in the presence of the twosubscribing witnesses.

FRANK GEORGE IIAMPSON.

\Vitnesses:

HARRY 13. BRIDGER, J. A. MORGAN.

